EP0798187A2 - Fahrzeug-Bremssteuergerät - Google Patents

Fahrzeug-Bremssteuergerät Download PDF

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Publication number
EP0798187A2
EP0798187A2 EP97104526A EP97104526A EP0798187A2 EP 0798187 A2 EP0798187 A2 EP 0798187A2 EP 97104526 A EP97104526 A EP 97104526A EP 97104526 A EP97104526 A EP 97104526A EP 0798187 A2 EP0798187 A2 EP 0798187A2
Authority
EP
European Patent Office
Prior art keywords
brake
brake pedal
vehicle
operated
pedal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP97104526A
Other languages
English (en)
French (fr)
Other versions
EP0798187A3 (de
Inventor
Shuichi Yonemura
Yoichi Abe
Mamoru Sawada
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Denso Corp filed Critical Denso Corp
Publication of EP0798187A2 publication Critical patent/EP0798187A2/de
Publication of EP0798187A3 publication Critical patent/EP0798187A3/de
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/72—Electrical control in fluid-pressure brake systems in vacuum systems or vacuum booster units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger

Definitions

  • the present invention relates to a vehicular brake control apparatus exhibiting high braking force, and more particularly, to a brake control apparatus which can provide, to wheel cylinders, brake-fluid pressure higher than master-cylinder pressure generated by a master cylinder, in a case where obtaining higher braking force is desirable on a road having a high friction coefficient or the like.
  • United States Patent No. 5,427,442 discloses a brake fluid pressure boosting apparatus for an automobile which boosts brake-fluid pressure applied to wheel cylinders to obtain optimal braking force.
  • a boosting effect due to a brake-pressure booster is intensified in a state of panic braking wherein a driver hesitates to depress a brake pedal with maximum force.
  • wheel-cylinder pressure larger than normal in response to a driver's pedal-depression force is applied to the wheel cylinders and high braking force is secured.
  • the prior art apparatus increases wheel-cylinder pressure by intensifying the boosting effect only in a case where a pedal-depression force increase gradient is higher than a predetermined increase gradient.
  • United States Patent No. 5,350,225 discloses a braking force amplifying apparatus which amplifies a braking force when a moving speed of a brake pedal caused by a driver's depressing operation exceeds a predetermined threshold value.
  • This apparatus is not effective enough either. For example, when a driver further depresses the brake pedal from a state that the brake pedal has been depressed to some extent, because the brake pedal can not move over a long distance, a moving speed of the brake pedal does not become high enough to exceed the predetermined threshold value. Therefore, even if the apparatus has the structure that can realize high wheel-cylinder pressure, the desirable high braking force can not always be obtained.
  • the brake control apparatus for a vehicle has a brake fluid pressure generating device (e.g., master cylinder) which generates a first brake fluid pressure in response to a driver's depressing force applied to a brake pedal and a brake assisting device which generates a second brake fluid pressure higher than the first brake fluid pressure and provides the second brake fluid pressure for a braking force generating device (e.g., wheel cylinder) to cause a braking force to generate at a wheel.
  • a brake fluid pressure generating device e.g., master cylinder
  • a brake assisting device which generates a second brake fluid pressure higher than the first brake fluid pressure and provides the second brake fluid pressure for a braking force generating device (e.g., wheel cylinder) to cause a braking force to generate at a wheel.
  • the present invention has an operation detecting device which detects a value corresponding to an operated quantity of the brake pedal, a starting criterion changing device which changes a starting criterion to determine whether the brake assisting device starts brake assisting and a starting device which causes the brake assisting device to start the brake assisting when a physical quantity varied in response to braking state has reached the starting criterion.
  • the brake assist can be performed.
  • large braking force can be assured as the driver intends. That is, the large braking force can be assured regardless of a depressed state of the brake pedal.
  • the brake assisting device may start the brake assisting. That is, the predetermined determination value as a starting criterion is not changed, and it is determined that the brake pedal is deeply depressed and a sudden braking is made when the value corresponding to the operated quantity of the brake pedal is large to some extent. Accordingly, brake assisting is started to increase braking force. As a result, sufficient braking force can be obtained when large braking force is necessary. Further, the operational processing required for braking force control can be simplified.
  • the starting criterion of the brake assist is substantially set to a pedal position that the brake pedal is started to be pushed back due to the reaction force. As a result, large braking force can be maintained.
  • a depressed position of the brake pedal can be adopted as the value corresponding to the operated quantity of the brake pedal.
  • the depressed position indicates a present position of the brake pedal, which can be detected by various kinds of electrical, magnetic and optical sensors.
  • a pedal stroke of the brake pedal can also be adopted as the value corresponding to the operated quantity of the brake pedal.
  • the pedal stroke is a moving quantity of the brake pedal from a reference position of the brake pedal which is the position, for example, that the brake pedal has not been depressed yet.
  • the moving quantity of the brake pedal from the reference position (depressed quantity) can be detected by a stroke sensor or the like.
  • a master cylinder pressure can be adopted as the value corresponding to the operated quantity of the brake pedal.
  • the master cylinder pressure can be detected by various kinds of pressure sensors that can detects brake fluid pressure.
  • Depressing force on the brake pedal can be adopted as the value corresponding to the operated quantity of the brake pedal.
  • the depressing force can be detected by various kinds of pressure sensors that can detect pushing force.
  • An operational speed that is the change of the various kinds of operated quantities per unit time can be used as the starting criterion.
  • a moving speed of the brake pedal operation speed
  • a predetermined threshold value a certain starting criterion
  • An operational acceleration that is the change of the operational speed per unit time can be used as the starting criterion.
  • moving acceleration of the brake pedal operation acceleration
  • a predetermined threshold value a certain starting criterion
  • the deceleration of a vehicle body can be used as the starting criterion. That is, when the deceleration of the vehicle body detected by a deceleration sensor has reached a predetermined deceleration determination value, the brake assisting is started. In this case, the starting criterion is not changed.
  • the deceleration of the vehicle body is detected by, for example, G sensor and if the deceleration of the vehicle body is large, it can be determined that the brake pedal is deeply depressed and the sudden braking is made. Therefore, the brake assisting is started to increase braking force. As a result, sufficient braking force can be obtained when large braking force is necessary and the operational processing required for braking force control can be simplified.
  • a brake booster can be used as the brake assisting device. That is, when the brake assist is needed, the brake booster is driven to generate higher master cylinder pressure (i.e. wheel cylinder as well) than normal. As a result, braking force can be increased.
  • a pressure amplifying device can be used as the brake assisting device.
  • the pressure amplifying device can be composed of a pump and proportional control valve connected in reverse.
  • the pump moves brake fluid from the brake fluid pressure generating device side to the braking force generating device side.
  • the first brake fluid pressure is decreased due to a quantity of brake fluid moved by the pump, and the second brake fluid pressure is increased due to the moved brake fluid. Therefore, the braking force generating device can increase braking force based on the increased second brake fluid pressure.
  • FIG. 1 is a structural view indicating the first embodiment according to the present invention.
  • the brake control apparatus is applied in a vehicle of a diagonal brake-fluid conduit system provided with respective brake-fluid conduits of connecting front-right wheel cylinder with rear-left wheel cylinder and connecting front-left wheel cylinder with rear-right wheel cylinder in a front-wheel drive four-wheeled vehicle.
  • a brake pedal 1 depressed by a driver when applying braking force to the vehicle is connected to a booster 3, and depression force applied to the pedal 1 and pedal stroke thereof are conveyed to this booster 3.
  • the booster 3 has at least two chambers, a first chamber and a second chamber, and for example the first chamber can be set as an atmospheric-pressure chamber and the second chamber can be set as a vacuum chamber. Intake-manifold vacuum of an engine, vacuum generated by a vacuum pump or the like is employed as vacuum introduced in the vacuum chamber. Accordingly, this booster 3 directly boosts the driver's pedal depression or pedal stroke by a pressure differential of the atmospheric-pressure chamber and the vacuum chamber.
  • the booster 3 has a push rod or the like to convey the depression force or pedal stroke boosted in this way to a master cylinder 5, and this push rod generates master-cylinder pressure PU by compressing a master piston disposed in the master cylinder 5. It is to be noted that, in the first embodiment, the booster 3 can be omitted.
  • the master cylinder 5 is provided with an independent master reservoir 7 to supply brake fluid inside the master cylinder 5 or to accumulate excess brake fluid from the master cylinder 5.
  • the master-cylinder pressure PU generated in the master cylinder 5 is conveyed to brake fluid within a first conduit A linking the master cylinder 5 and a first wheel cylinder (W/C) 8 disposed in the front-right wheel FR to impart braking force to this wheel, and the master 5 and a second wheel cylinder 9 disposed in the rear-left wheel RL to impart braking force to this wheel.
  • the master-cylinder pressure PU is similarly conveyed also to a second conduit linking respective wheel cylinders disposed in the front-left wheel and the rear-right wheel to the master cylinder 5.
  • first conduit A linking the master cylinder 5 and a first wheel cylinder (W/C) 8 disposed in the front-right wheel FR to impart braking force to this wheel
  • W/C first wheel cylinder
  • second wheel cylinder 9 disposed in the rear-left wheel RL
  • the first conduit A is made up from two parts separated by a pressure-amplifying device 10 (as a power brake which performs a brake assist) disposed in this first conduit A. That is to say, the first conduit A has a first conduit part A1 to receive the master-cylinder pressure PU in the interval from the master cylinder 5 to the pressure-amplifying device 10 and a second conduit part A2 in the interval from the pressure-amplifying device 10 to the first wheel cylinder 8.
  • the pressure-amplifying device 10 moves brake fluid of the first conduit part A1 to the second conduit part A2 and holds the pressure in the second conduit part A2 at a second brake-fluid pressure PL when the brake pedal 1 is depressed and the master-cylinder pressure PU is generated within the first conduit A.
  • this pressure-amplifying device 10 is composed of a proportioning control valve (PV) 13 and a pump 15.
  • the pump 15 is connected within the first conduit A in parallel with the proportioning control valve 13, and takes in brake fluid from the first conduit part A1 and discharges brake fluid to the second conduit part A2 during generation of the master-cylinder pressure PU.
  • the proportioning control valve 13 acts to maintain this differential pressure (PL - PU).
  • the pressure-amplifying device 10 provided with the pump 15 and the proportioning control valve 13 moves the brake fluid of the first conduit part A1 which has assumed the same pressure as the master-cylinder pressure PU accompanying depression of the brake pedal 1 to the second conduit part A2, reduces the brake-fluid pressure within the first conduit part A1.
  • the pressure-amplifying device 10 simultaneously maintains the differential pressure of the amplified second brake-fluid pressure PL within the second conduit part A2 and the master-cylinder pressure PU.
  • the pressure-amplifying device 10 performs pressure amplification in this way.
  • the second brake-fluid pressure PL which has been caused to be greater than the master-cylinder pressure PU is applied to the first and second wheel cylinders 8 and 9, so that high braking force is ensured.
  • a proportioning control valve 13' as well-known (being the same as the proportioning control valve 13) may be disposed at the second conduit part A2 to operate so that the brake fluid pressure applied to the second wheel cylinder 9 becomes smaller than the brake-fluid pressure applied to first wheel cylinder 8.
  • the proportioning control valve 13' is provided to prevent the rear wheel, as far as possible, from falling into a locking state earlier than the front wheel in a case where load movement of the vehicle of the like has occurred during vehicle braking.
  • explanation about an example that the proportioning control valve 13' is omitted will be given, hereinafter.
  • the proportioning control valve 13 is connected in reverse.
  • the proportioning control valve 13 ordinarily acts to convey basic pressure of the brake fluid to a downstream side while attenuating the brake-fluid pressure with a predetermined attenuation ratio when the brake fluid is flowing in a normal direction (a direction of an arrow Y1 in FIG. 2A). Accordingly, when the proportioning control valve 13 is connected in reverse, the second conduit part A2 side comes to generate the foregoing basic pressure and the first conduit part A1 side becomes the downstream side when the brake fluid flows from the second conduit part A2 to the first conduit part A1 through the proportioning control valve 13. Accordingly, as shown in FIG.
  • the proportioning control valve 13 When brake fluid flows from the first conduit part A1 to the second conduit part A2 through the proportioning control valve 13, brake-fluid pressure similar to the basic pressure is conveyed to the downstream side without performing attenuation of the brake-fluid pressure.
  • the basic-pressure side of the proportioning control valve 13 is the first conduit part A1 side
  • the downstream side is the second conduit part A2 side.
  • An electric control unit (ECU) 20 shown in FIG. 3 performs control for increasing braking forces of the wheels by the pressure amplifying device 10 moving the brake fluid from a master cylinder 5 side to first and second wheel cylinders 8 and 9 side.
  • the ECU 20 is structured as a micro computer provided with a CPU 20a, a ROM 20b, a RAM 20c, an input/output portion 20d, a bus line 20e, and the like of known art, as shown in FIG. 26.
  • a brake switch 23 to detect depression of the brake pedal 1 and pedal-stroke sensor 25 to detect the amount of depression of the brake pedal 1 are connected to the input/output portion 20d.
  • the pedal-stroke sensor 25 detects the amount of depression of the brake pedal 1 from a reference position where the brake pedal 1 has not been depressed, i.e., the value corresponding to the present position of the brake pedal 1.
  • the pump 15 to provide brake fluid for the second conduit part A2 in order to exhibit the high braking force due to the brake assist performed by the pressure amplifying device 10 is connected to the input/output portion 20d.
  • step S100 it is determined whether the brake pedal 1 has been depressed by determining whether a brake switch 23 is on. When the determination herein is affirmative, the processing advances to step S110; when the determination is negative, the processing is terminated.
  • step S110 an operated quantity X of the brake pedal 1 is detected on a basis of a signal from the stroke sensor 25. That is to say, the state of extent to which the brake pedal 1 has been depressed (i.e., the present position thereof) is determined.
  • step S120 a starting criterion dXs for starting brake assist is changed in accordance with the operated quantity X of the brake pedal 1.
  • the operation change-quantity threshold value (starting criterion) dXs corresponding to the operated quantity X is determined from a map of the operated quantity X and the operation change-quantity threshold value dXs such as is shown in FIG. 5A. The value is established as the operation change-quantity threshold value dXs.
  • step 130 the operated quantity X of the brake pedal 1 is differentiated and an operated-quantity change dX which is the movement speed (i.e., the operated speed) of the brake pedal 1 is calculated.
  • step S140 it is determined whether the operated-quantity change dX of the brake pedal 1 is the operation change-quantity threshold value dXs or more.
  • the processing advances to step S150; when a negative determination is made, the processing is terminated.
  • step S150 the timing for starting the brake assist is obtained, and so the pump 15 is driven to increase wheel-cylinder pressure. As a result, brake assist is started, and the processing at this time is terminated.
  • the position (operated quantity X) and speed (operated-quantity change dX) of the brake pedal 1 are determined.
  • the operation change-quantity threshold value (starting criterion) dXs for starting the brake assist is changed in accordance with this operated quantity X.
  • the brake assist is started.
  • the brake assist can reliably be performed no matter what the state of depression of the brake pedal 1 may be, and so there exists a remarkable effect that sufficient braking force can be ensured. That is to say, in a state where braking force larger than the braking force during normal braking is requested, such as panicky sudden braking, large braking force can accurately be ensured.
  • the starting criterion for starting the brake assist is changed (i.e., is reduced) in accordance with a state wherein the brake pedal 1 has been depressed to a certain extent, and so in a case of further depression, the pump 15 is promptly driven (i.e., drive of the pump 15 is started or the driving speed of the pump 15 is increased), and the brake assist can be started.
  • a stepped map, for example, as shown in FIG. 5B can be utilized as the map for changing this starting criterion dXs.
  • the brake control apparatus having the same structure as that of the first embodiment can be employed, and so the control processing thereof will be explained. It is to be noted that the same device as that in the first embodiment is given the same number in the second embodiment.
  • step S200 it is determined whether the brake switch 23 is on.
  • the processing advances to step S210; when the determination is negative, the processing is terminated.
  • step S210 an operated quantity X indicating the present position of the brake pedal 1 is determined based on the signal from the pedal-stroke sensor 23.
  • step S220 it is determined whether the operated quantity X of the brake pedal 1 is a predetermined operated quantity threshold value (starting criterion) Xs or more. In detail, it is determined whether the operated quantity X which varies with the passage of time as shown in FIG. 7 has reached the operated quantity threshold value (starting criterion) Xs. When the determination herein is affirmative, the processing advances to step S230; when the determination is negative, the processing is terminated.
  • starting criterion starting criterion
  • step S230 because the timing for starting the brake assist has been obtained, the wheel cylinder pressure is increased by driving the pump 15, thereafter the processing is terminated.
  • the brake control apparatus provided with the power brake composed of the pressure amplifying device 10, the position (operated quantity X) of the brake pedal 1 is determined, and when the operated quantity X has reached the operated quantity threshold value (starting criterion) Xs for starting the brake assist, the brake assist is started.
  • the brake assist can reliably be performed no matter what the state of depression of the brake pedal 1 may be, and so there exists a remarkable effect that sufficient braking force can be ensured.
  • the second embodiment does not perform processing of calculating operated quantity change or of changing the operation change-quantity threshold value, the burden due to the processing can be reduced.
  • the brake control apparatus having the same structure as that of the first embodiment can be employed, and so the control processing thereof will be explained. It is to be noted that the same device as that in the first embodiment is given the same number in the third embodiment. In the third embodiment, the control processing of the first embodiment is combined with the control processing of the second embodiment.
  • step S300 it is determined whether the brake switch 23 is on.
  • step S310 it is determined whether the brake switch 23 is on.
  • step S310 an operated quantity X indicating the position of the brake pedal 1 is detected based on the signal from the pedal-stroke sensor 23.
  • step S315 it is determined whether the operated quantity X of the brake pedal 1 is at or above a predetermined operated-quantity threshold value (first starting criterion) Xs. In more detail, as shown in FIG. 9, it is determined whether the operated quantity X has reached operated-quantity threshold value (first starting criterion) Xs.
  • step S320 when an affirmative determination is made herein, the processing advances to step S320; when a negative determination is made, the processing advances to step S350.
  • a second starting criterion dXs for starting the brake assist is changed in accordance with the operated quantity X of the brake pedal 1.
  • an operation change-quantity threshold value (second starting criterion) dXs is determined in accordance with the operated quantity X from a map of the operation change-quantity threshold value dXs and the operated quantity X as shown in the FIG. 9. This second starting criterion is established as the operation change-quantity threshold value dXs for starting the brake assist.
  • step S330 the operated quantity X of the brake pedal 1 is differentiated, and operated-quantity change dX which is the operated speed of the brake pedal 1 is calculated.
  • step S340 it is determined whether the operated-quantity change dX of the brake pedal 1 is the operation change-quantity threshold value dXs or more.
  • the processing advances to step S350; when a negative determination is made, the processing is terminated.
  • step S350 the timing for starting the brake assist is obtained, and so the pump 15 is driven to increase wheel-cylinder pressure. As a result, the brake assist is started, and the processing is terminated.
  • the brake assist is started in a case where the operated quantity X (the position of the brake pedal 1) is at or above the operated-quantity threshold value (first starting criterion) Xs for starting the brake assist.
  • the operated speed (operated-quantity change dX) of the brake pedal 1 are determined, the operation change-quantity threshold value (starting reference value) dXs for starting the brake assist is changed in accordance with the operated quantity X.
  • the brake assist is started.
  • the brake assist can reliably be performed no matter what the state of depression of the brake pedal 1 may be, and so there exists a remarkable effect that sufficient braking force can be ensured, similarly to the foregoing first embodiment. Further, the brake assist is performed in a case where the brake pedal 1 has been depressed by a predetermined quantity or more, and so there exists an advantage that computational processing is reduced.
  • a G sensor is utilized to detect deceleration of the vehicle body, and execution ("on”) or stopping ("off”) of the brake assist is switched in accordance with output therefrom.
  • step S400 it is determined whether the brake switch 23 is on.
  • step S410 when the determination herein is affirmative, the processing advances to step S410; when the determination is negative, the processing is terminated.
  • step S410 a body deceleration Y is detected on a basis of the signal from the G sensor.
  • step S420 it is determined whether the body deceleration Y is at or above a predetermined body deceleration threshold value (starting criterion) Ys.
  • start criterion body deceleration threshold value
  • step S430 the timing for starting the brake assist is obtained, the pump 15 is driven to increase the wheel cylinder pressure. As a result, the brake assist is started and then the processing is terminated.
  • the brake assist is started in a case where the body deceleration Y is at or above the body deceleration threshold value Ys for starting the brake assist.
  • the brake assist can reliably be performed no matter what the state of depression of the brake pedal 1 may be, and so there exists a remarkable effect that sufficient braking force can be ensured, similarly to the foregoing first embodiment. Further, processing of calculating the operated quantity change or of changing the operation change-quantity threshold value is not performed, and so there exists an advantage that computational processing is reduced.
  • an assumed body speed or assumed body deceleration may be derived from, for example, a wheel speed detected by a wheel speed sensor according to a well-known calculation method.
  • the brake control apparatus is applied in a vehicle of a diagonal brake-fluid conduit system provided with respective brake-fluid conduits of connecting front-right wheel cylinder with rear-left wheel cylinder and connecting front-left wheel cylinder with rear-right wheel cylinder in a front-wheel drive four-wheeled vehicle, similarly to the foregoing first embodiment.
  • booster is used for the replacement of the pressure amplifying device 10 in the first embodiment.
  • a brake pedal 101 which is depressed by a driver when applying braking force to a vehicle, is connected to a booster (vacuum booster) 103. Accordingly, depressing force applied to the brake pedal 101 and pedal stroke thereof are conveyed to the booster 103.
  • the booster 103 has at least two chambers, a first chamber and a second chamber, and for example the first chamber can be set as an atmospheric-pressure chamber and the second chamber can be set as a vacuum chamber. Intake-manifold vacuum of an engine, vacuum generated by a vacuum pump or the like is employed as vacuum introduced in the vacuum chamber. Accordingly, this booster 103 directly boosts the driver's pedal depression or pedal stroke by a pressure differential of the atmospheric-pressure chamber and the vacuum chamber.
  • the booster 103 has a push rod or the like to convey the depression force or pedal stroke boosted in this way to a master cylinder 105, and this push rod generates master-cylinder pressure PU by compressing a master piston disposed in the master cylinder 105.
  • the master cylinder 105 is provided with an independent master reservoir 107 to supply brake fluid inside the master cylinder 105 or to accumulate excess brake fluid from the master cylinder 105.
  • the master-cylinder pressure PU generated in the master cylinder 105 is conveyed to brake fluid within a first conduit A linking the master cylinder 5 and a first wheel cylinder (W/C) 108 disposed in the front-right wheel FR to impart braking force to this wheel, and the master 105 and a second wheel cylinder 109 disposed in the rear-left wheel RL to impart braking force to this wheel.
  • the master-cylinder pressure PU is similarly conveyed also to a second conduit linking respective wheel cylinders disposed in the front-left wheel and the rear-right wheel to the master cylinder 105.
  • structure similar to the first conduit A can be employed for the second conduit, detailed description will be omitted.
  • a proportioning control valve 130 as well-known may be disposed at a conduit at the side of the rear-left wheel RL to operate so that the brake fluid pressure applied to the second wheel cylinder 109 becomes smaller than the brake-fluid pressure applied to first wheel cylinder 108.
  • the booster 103 generates a pressure differential of the atmospheric-pressure chamber and vacuum chamber (booster 103; ON) when required. That is, the booster 103 is used to switch the brake assist on and off. In detail, the booster 103 is turned on or off depending on a changed starting criterion of the brake assist, similar to the processing shown in the flowchart of FIG. 5.
  • the position (operated quantity X) and speed (operated quantity change dX) of the brake pedal 101 are determined. Then, the operation change-quantity threshold value (starting criterion) dXs is changed in response to the operated quantity X.
  • starting criterion the operation change-quantity threshold value
  • the brake assist can reliably be performed no matter what the state of depression of the brake pedal 101 may be, and so there exists a remarkable effect that sufficient braking force can be ensured, similarly to the foregoing first embodiment.
  • the booster 103 may not only be turned on and off but also variably control the pressure differential of the atmospheric-pressure chamber and vacuum chamber in response to the starting criterion.
  • a pressure control device 103a as shown in FIG. 12 is provided to the booster 103.
  • negative pressure in the vacuum chamber may be strengthened or pressure in the atmospheric-pressure chamber may be increased.
  • a passage connecting the atmospheric-pressure chamber and vacuum chamber may be controlled to alternatively open and closed states.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)
EP97104526A 1996-03-27 1997-03-17 Fahrzeug-Bremssteuergerät Withdrawn EP0798187A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP72429/96 1996-03-27
JP8072429A JPH09263233A (ja) 1996-03-27 1996-03-27 車両用ブレーキ装置

Publications (2)

Publication Number Publication Date
EP0798187A2 true EP0798187A2 (de) 1997-10-01
EP0798187A3 EP0798187A3 (de) 1998-01-14

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP97104526A Withdrawn EP0798187A3 (de) 1996-03-27 1997-03-17 Fahrzeug-Bremssteuergerät

Country Status (3)

Country Link
US (1) US6158824A (de)
EP (1) EP0798187A3 (de)
JP (1) JPH09263233A (de)

Cited By (6)

* Cited by examiner, † Cited by third party
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EP1155933A3 (de) * 1995-12-26 2001-12-05 Denso Corporation Brake control apparatus for a vehicle
US6474751B1 (en) 1995-12-26 2002-11-05 Denso Corporation Hydraulic circuit having a rotary type pump and brake apparatus for a vehicle provided with the same
DE10116801A1 (de) * 2000-04-05 2003-03-13 Toyota Motor Co Ltd Bremskraftsteuervorrichtung
DE10116801B4 (de) * 2000-04-05 2005-12-22 Toyota Jidosha K.K., Toyota Bremskraftsteuervorrichtung
EP2676852A4 (de) * 2011-02-18 2015-10-14 Advics Co Ltd Bremssteuerungsvorrichtung für ein fahrzeug und bremssteuerungsverfahren für ein fahrzeug
EP2676854A4 (de) * 2011-02-18 2015-10-14 Advics Co Ltd Fahrzeugbremssteuervorrichtung und fahrzeugbremssteuerverfahren
US9434364B2 (en) 2011-02-18 2016-09-06 Advics Co., Ltd. Braking control device for vehicle and braking control method for vehicle

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EP0798187A3 (de) 1998-01-14
JPH09263233A (ja) 1997-10-07

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